Summary On 23December 1996, following a series of mechanical problems, the Belizean bulk carrier PINE ISLANDS, in light condition, was adrift east of Anticosti Island, Quebec. Since there were strong winds in the area, a tug was called in case the vessel was driven ashore and the crew forced to abandon the vessel. The tug arrived on the scene on 26December, and when the winds subsided, she was able to move in close to the vessel to tow her to Sydney, Nova Scotia. On 28December, the vessel arrived in port without the crew having to abandon ship. Other Factual Information Particulars of the Vessel On 02December 1996, at 0025[1], the PINE ISLANDS, in ballast, departed the port of Havana, Cuba, bound for Sorel, Quebec, where she was to load grain. At about 0810, the main engine had to be stopped due to water contamination in the fuel. In the next few days, the vessel experienced several power failures, causing the main engine to shut down. When the main engine is stopped for too long, the fuel oil in the main engine fuel lines must be replaced with diesel fuel to facilitate starting. Since this recurred continually, on 12December 1996, the vessel had to put in at Shelburne, Nova Scotia, to replenish her supply of diesel fuel. On departing Cuba, the vessel was carrying enough fuel for a round trip. On 10December, the vessel had been authorized by ECAREG Canada to enter Canadian waters. On 13December, the vessel departed Shelburne after loading some 30 tonnes of fuel. However, the machinery problems started again the next day. The fresh water feed pump for the crew accommodation and some machinery parts failed. A pressure relief valve on one of the cylinders of the main engine began to leak, requiring the engine to be shut down at 1048. At 1053, electrical power in the vessel failed due to contaminated fuel. The main engine was shut down but the fuel oil in the feed lines was not replaced with diesel fuel, since it was thought the repairs would be brief. The vessel was rolling severely while she was beam on to the sea, and it was difficult to separate the water from the fuel as it sloshed constantly about in the settling tanks. Electrical power was restored at 0500 on 15December, and it was only at 0114 on 16December that the crew were able to restart the main engine after purging the fuel lines with diesel fuel. On 18December, it was decided to approach the entrance of the port of Sydney, Nova Scotia, to disembark the first officer, who had fractured his left arm; an injury caused by rough weather. At the same time, a technical supervisor came aboard with some spare parts for one of the two air compressors. After the vessel was under way again and off the coast, the engine was shut down at 0810 for repairs. At about 0410 the next day, 19December, the voyage to Les Escoumins, Quebec, was resumed. The tubes in the auxiliary boiler were inspected, and it was discovered that there was a leak and the boiler was unserviceable. On 20December, the vessel changed course and exited the recommended shipping lane in order to avoid a low-pressure area about 60 nautical miles to the west. The seas became very rough, and power was decreased to let the storm pass and reduce pitching. This situation lasted until 1600 on 21December. Meanwhile, the temperature of the exhaust gas in the main engine was insufficient to enable the exhaust gas boiler to maintain a head of steam. As a result, the temperature decreased throughout the vessel. There was no longer any fresh water and no steam to heat the fuel oil and supply heat to the accommodation. On 22December, the vessel was under way to return to the recommended shipping lane. At about 2200, in position 4859'36N, 06159'36W, off Heath Point at the easternmost tip of Anticosti Island, the main engine shut itself down. The shut-down was caused by a loss of lubricating oil pressure. It was discovered that a cooling water pipe was broken inside the crank case, contaminating the lubricating oil and activating the main engine emergency shut-down system. The oil purifiers were not working, so the oil could not be purified. It was therefore decided to transfer the oil to a settling tank. During the day of 23December, the lines were purged with diesel fuel. By then, everything was very cold, start air pressure was too low, and the compressors, which were defective, could not raise it. At noon on 24December, the lubricating oil was returned to the main engine sump, but the engine would not start. Since a storm warning was in effect, a tug was called for fear the vessel would be driven ashore. At about 1540, the port anchor was dropped with 10 links of chain in the water and a request was made to evacuate the crew. A Pan Pan message was broadcast to all stations by the Coast Guard Radio Station (CGRS) at Halifax, Nova Scotia, at 1640. The Canadian Coast Guard Ship (CCGS) ANN HARVEY, which was over 120 nautical miles to the north-east, near the west coast of Newfoundland, sailed toward the vessel in distress. At 1930, she reported winds of 30 to 35 knots from the south-east and an air temperature of minus 1C. At 2329, the PINE ISLANDS advised CGRS Halifax that there was no more diesel fuel on board. At that time, the vessel had lost all shipboard power and was adrift. Winds of 50 to 55 knots were blowing from the south-east, the sea was about sixmetres, visibility was two to three miles, and the PINE ISLANDS was rolling up to 38degrees. The weather forecast broadcast at 0135 on 25December reported 45-knot winds around noon, diminishing to north-west gale-force winds at 35 knots after midnight. The ANN HARVEY arrived on the scene at about 0515. The situation was discussed with the master, and it was strongly recommended that he evacuate the crew. The crew was to be evacuated to the ANNHARVEY using a Labrador-type helicopter. At 0952, it was learned that the master of the PINE ISLANDS had decided not to evacuate the crew. He requested a portable generator and some flashlights. The equipment was delivered to him by helicopter at mid-afternoon the sameday. On 26December 1996, the tug IRVING MAPLE arrived on the scene before dawn, but weather conditions prevented a tow line from being passed to the bulk carrier. This could not be done until the afternoon. On the PINE ISLANDS, the crew tried in vain to start a generator so they could weigh anchor. On 27December, a helicopter from the ANN HARVEY delivered food, gas, batteries, and a torch set to cut the anchor chain. During the afternoon, preparations for towing were completed and the vessels got under way for Mulgrave, Nova Scotia. Around noon on 28December, the destination was changed to Sydney, where the vessels arrived around midnight. The crew were suffering from mild hypothermia but were nonetheless in good health. In light of the repairs that were to be carried out at the destination, of the mechanical problems that occurred during the voyage, and of the condition of the main engine on the refit in Sydney, the general condition of the vessel apparently left something to be desired. A Port State Control inspection done at Sydney by Transport Canada determined that the vessel did not meet the standards and would have to be inspected again after the refit to confirm her seaworthiness. The vessel had had two Port State Control inspections in Canada when she was named the AREITO; the first in late 1992 and the second in late 1995. At that time, the vessel was under Cuban registry and was registered with the Lloyd's Classification Society. In 1996, the vessel changed to the flag of Belize and was registered with the Sociedad clasificadora RCB.